Combustion-engine charge-forming device



dam

July 3, I923.

"/r I J. GOOD CQMB'USTIONVENGINE CHARGE FORMIVNG DEVICE 'Filed April 24, 1918 's Shets-Sheet 1 5] Wanted,

lluly 5, L925.

1,460,667 J. GOOD COMBUSTION ENGINE CHARGE FORMING DEVICE Filed April 24, 1918 5 Sheets-Sheet 2 July 5, 192.3.

J. GOOD COMBUSTION ENGINE CHARGE FORMING DEVICE 7 Filed April 24, 1918 I s Sheets-Sheet 5 ATT RNEY Patented July 3, 1923.

UNHTED STATES JOHN GOOD, BROOKLYN, NEW YORK, ASSIGNOR TO GOOD INVENTIONS CO., OIE NEW YORK, N. Y., A CORPORATION OF NEW YORK..

. i COMBUSTION-ENGINE CHARGE-FORMING DIEFV'ICE.-

Application filed April 24, 1918. Serial ljfo. 230,402.

To all whom it may concern:

. Be it known that I, JorrN'Goon, a United States citizen, residing in the borough of Brooklyn, county of -Kings, city and State of New York, have invented the following described Improvements in Combustion- Engine Charge-Forming Devices.

The invention is a charge forming device for engines of the kind receiving a mixture 19 of air and finely atomized or vaporized liquid fuel and consists in an organization of apparatus adapted not only to maintain accurate constant proportions "of air and fuel but alsoiand at the same time to maintain a high and substantially constant degree of atomization and homogeneity of the entering mixture for all engine speeds. The effect of maintaining such conditions is to improve the distribution of the charge in multi cylinder engines, thereby permitting closer regulation of'the proportions and to permit idling at a slower rate and also to produce certain important economies of fuel and lubricating oil. The invention more especially provides for the preliminary heating of the air or fuel components of the charge, or both of them, without interference with their relative proportions as es tablished by a previous setting of the apparatus, and also affords various other advantages which will be apparent to persons skilled in this art.

In the accompanying drawings,

Fig. 1 is a side elevation of a four-cylinder internal combustion engine having charge-forming apparatus according to-this invention. shown in vertical section.

Fig. 2 is a similar view showing an alternative form of the invention.

Fig. 3 is an enlarged detail of the spray nozzle of Fig. 2;

Fig; 4 is a cross section on line IV-IV of Figs. 1 and 2; and Figs. 5 and 6 are modifications.

Referring first to Fig. 1, the suction intake of the engine comprises the manifold pipe 1, the spray and mixing space 2, and the air entrance 3 which is controlled by an air check valve 4, of stream line shape- This valve cooperates with an adjustable seat 5, screw-threaded into the'bottom of the entrance to the intake and is adapted to be displaced or lifted to varying ex ents corresponding to the rate of air flow into the intake, which is determined by the engines suction. The said valve is guided at its lower end in a spider bracket 6, which contains a dash-potT, connected to the air-sustained body and serving to dampen and steady its movement. The upper end of the 'valve stem is guided in a bushing 8, and

above the latter carries a cross-arm 9, the free end of which is connected to a. needle valve 10, controlling a restricted orifice interposed in the delivery outlet from the fuel liquid supply. The restricted orifice is contained in a thimble 11, screwed into position so as to be removable when desired. The liquid fuel supply is from a float-controlled or other constant level liquid receptacle 12, similar tothose used in ordinary carburetors. The outlet 13 from said receptacle delivers liquid fuel into the small chamber directly below the thimble 11, whence it passes through the restricted orifice and the passage 14 to a cross-passage 15 (see Fig. 4) whence it issues from a discharge orifice 16 into'a space 17, which may be called'the transfer chamber. This chamber is in open communication with the space 30 18, which is open at 19 to the interior of the suction intake, so that the flow of liquid fuel from the supply receptacle to the transfer chamber 17, takes place by and in accordance with the intake suction. Where the entrance air-check 4: is seated by gravity, as in the present case, the suction pressure in 'the intake is substantially constant for all steady running conditions. so that the delivcry from the discharge outlet 16 is also constant except in so far as it is modified by the position of the metering pin 10. This pin. it will be clear, by reason of its connection to th air check body, will occupy different elevations. according to the displacement of said body and can readily be made to measure the fuel in constant ratio to the air flow and with accuracy. Where the air check valve is spring-seated, the suctionpressure in the intake will be variable, but those skilled in the art will readily understand such modificationsas will then be necessary in the structure shown in Fig. 1. These changes are immaterialto the present invention. inasmuch as the parts just described are essentially for measuring the fuel and maintaining constant proportions,. and can be substituted by any other organization producing the same result. I

The measured fuel liquid delivered into the transfer chamber 17 at a rate corresponding to the air flow through the intake, is conducted therefrom by a transfer pipe 20, to a liquid nozzle 21, disposed within the suction intake, preferably on the engine side of the controlling throttle 22, and hence in the mixing space 2 above referred to. lVhen in this position it will be noted that the suction effect of the engine will tend to draw the liquid fuel through the transfer pipe when the throttle 22 is closed or partly closed and the suction is correspondingly strong. This action is not, however, relied upon for producing delivery and discharge of fuel to the mixing space, but supplemental and independent means are provided for forcibly discharging and atomizing the liquid and are arranged to produce vigorous spraying and exceedingly fine atomization irrespective of suction pressure or engine speed. As shown in Fig. 1, this means consists of an air nozzle 23, surrounding or otherwise associated with a liquid fuel nozzle 21, to aspirate and atomize the liquid fuel therefrom. This air-atomizing nozzle is supplied with fluid pressure through the delivery pipe 24 of an air-blower 25, which draws its supply of air from the engine intake between the check valve 4 and the engine. The blower is shown as mounted on the usual magneto shaft 27, but may obviously be otherwise driven so long as it supplies air at an adaquate pressure to create fine atomization and homogeneous mixing when the engine is running at its slowest speed. The fact that it draws its air from the suction intake and hence uses only air that has passed the entrance valve, insures that the atomizing air does not disturb the mixture proportions regardless of the speed of the pump. Either the transfer pipe, the atomizing air or the main air charge may be heated by the engine exhaust, severally or jointly, as preferred, 'and also without disturbing the mixture proportions. I

As shown in Fig. 1, the transfer pipe and also the pump section pipe 26, intercept the exhaust conducting pipe 28, which latter pipe may carry the whole or any desired and regulable portion of the exhaust.

Referring now to Fig. 2, the suction intake and means for measuring the delivery of liquid fuel from nozzle 16, will be observed to be the same as already described,

but the transfer pipe 20 in this case leads to a rotary liquid pump 31, which is driven by the engine magneto shaft 27, and delivers the measured fuel liquid through pipe 32 to a spray nozzle 33 occupying the same relative position as the liquid fuel nozzle 21 above described. As shown in Fig. 3, the fuel nozzle orifice is equipped with a spring-pressed spray valve 34, arranged to be opened by the pressure of the liquid and always providing a forcible atomization and thorough mixing, irrespective of the rate of liquid discharge. The en ine driven pump 21, like the pump 25 of Fig. 1, is arranged to rotate at sufficient speed when the engine is turning over at its slowest rate, to provide the same character of atomization in the intake. In this case, however, only the pipe 32, which constitutes part of the transfer passage, is enclosed within the exhaust connection 28 for preliminary heating.

By means of the intensely fine atomization produced in either of the forms above described. it is found that fuels of relatively low volatility may be used in the engine with less difficulty in starting than would otherwise be experienced. It should be .the correct relation to the air flow to govern the fuel delivery in the proper manner, the metering pin 10 having a straight taper, and the vertical adjustment of. the curved seat serves to vary the richness of the mixture without disturbing the relation of the displacement of body 4 with reference to the air flow.

. It will be apparent to those skilled in this art that theprinciples above explained may be applied to engine structures and existing carburetor mechanisms, in various ways, and that various additions, subtractions, alterations and other modifications may be made in the structure illustrated in the drawings without departing from the invention.

Figs. 5-and 6 illustrate two modes of application of the invention specially suited toheav fuels. In the former, measured liquid uel from the liquid ump 31'is sprayed through the spray nozz e 3.4, the same as shown in Fig. 3, against the concave roof 35 of the intake manifold, which roof is externally subject to the hot exhaust from all of the exhaust ports 36, being kept ex tremely hot by such position. The finely atomized spray -finely atomized under all conditions of engine speed-is vigorously sprayed against the hot manifold surface and vaporized- The. structure is otherwise as in Fig. 2. By reason of the atomization and forcible impingement, high efliciencies are realized throughout the whole range of engine operation. In Fig. 6, the measured fuel liquid is atomized against an exhaust heated surface 37, by the aspirating action of a portion of the measured air delivered through an air nozzle 23 from an air pump 25, exactly as in Fig. 1. The heated surface in this case is convex and constituted by an enlargement of the exhaust pipe '38 internally organized to cause impingement of the exhaust gases against the inner con cave face of Wall 37 which affords a maximum temperature localized in the path of the air atomized spray in the intake. The exhaust pipe 38 may be connected in the usual exhaust line and will of course be variously arranged according to the engine design. If desired, the fuel or the air, or both, may also be heated preliminary to spraying in either of these forms, but it is preferable that the heat be applied in such Way as to keep the carburetor and its liquid passage relatively cool.

laims:

1. Charge-forming apparatus for combus tion engines, comp-rising a suction intake, a fuel supply subject to the suction therein and delivering liquid fuel at a predetermined ratio to the flow of air through the intake, a transfer pipe receiving said liquid after measurement and delivering the same into mixing relation to the air flow in said intake and means independent of the engine suction for forcibly atomizing the liquid delivery from said pipe.

2. Charge-forming apparatus for combustion engines, comprising a suction intake, a fuel supply subject to the suction therein and adapted to measure liquid fuel in predetermined ratio to the flow of air through the intake, a transfer pipe to receive said liquid after measurement and deliver the same to the intake, and means for discharging an atomizing li uid from said transfer pipe, comprising a uid pressure jet acting independently of the intake suction in aspirating relation to said pipe.

3. Charge-forming apparatus for combustion engines, comprising a suction intake, means operating by and in proportion to the air flow therethrough to measure the supply of liquid fuel, a transfer pipe receiving the measured supply, and enginedriven pump mechanism for moving the liquid through the transfer pipe and spraying the same therefrom into the air flow in the intake.

*1. Charge-forming apparatus for combustion engines comprising a suction intake having a fuel nozzle and an associated atomizing nozzle therein and means for variably controlling the liquid How to said fuel nozzle in proportion to the variable air fiowin the intake, in combination with an enginedriven air pump drawing air from the intake and delivering the same to said atomizing nozzle.

5. Charge-forming apparatus for combustion engines comprising a suction intake, a fuel supply subject to the suction therein for measuring the fuel in predetermined ratio to the air flow through the intake, a transfer pipe to receive the measured liquid and deliver the same to the air flow,

and an air pump taking air from said air flow and discharging the same in atomizing relation to the delivery end of said transfer pipe.

6. Charge-forming apparatus .for combustion engines, comprising a suction intake pipe, a fuelsupply subject to the suc-' tion therein for measuring liquid fuel in predetermined ratio to the air flow through the intake, a transfer pipe to receive said measured liquid and deliver the same to the air flow, means for heating one of said pipes, and engine-driven means for forcibly atomizing the fuel liquid from said transfer pipe into the air flow in said intake. l

7 Charge-forming apparatus for combustion engines comprising a suctionintake, a fuel supply Sllb]8Ct to control by the air flow therein and measuring the delivery of liquid fuel in accordance therewith, a heated transfer pipe receiving the measured delivery thereof, air nozzles in aspirating relation to said transfer pipe for moving the liquid through the same, and an air pump taking air from the intake and delivering it to saidair nozzle.

8. Charge-forming apparatus for comb us tion engines, comprising a suction intake having an entrance alr-check-valve, a fuel supply, means whereby the suction pressure in said intake produces delivery of fuel from said supply, a transfer pipe conducting the delivered fuel to the intake, and an air pump taking air from said intake between the air-check and the engine, and an air nozzle supplied by said pump Within the intake and organized therein to spray the liquid fuel from the transfer pipe.

9. Charge-forming apparatus comprising a suction intake having its entrance open to atmosphere, a source of liquid fuel, a passage for delivering the fuel from said source to the -air flow in said intake for mixture therewith, the suction effect of the engine. on the intake controlling the rate of flow of fuel through said passage, and means for forcibly atomizing, independently of the engine suction, the liquid delivered to the air flow by said passage. I

In'testimony whereof, I have signed this specification.

JOHN GOOD. 

